Systems and methods for powering a vehicle, and generating and distributing energy

ABSTRACT

A system and method for powering of a vehicle is disclosed. In accordance with embodiments of the present disclosure, a powering assembly may include an axle, a wheel coupled to the axle, and at least one secondary coil winding affixed to the wheel. The wheel may be configured to rotate about the axle in a plane substantially perpendicular to an axis of the axle. The at least one secondary coil may be configured such that when the wheel is proximate to an embedded conductor embedded in a roadway and carrying a first electrical current, a magnetic field induced by the first electrical current induces a second electrical current in the at least one secondary coil winding.

RELATED APPLICATIONS

This application is a continuation application of InternationalApplication Number PCT/US11/43933 filed Jul. 14, 2011; which claims thebenefit of U.S. provisional application No. 61/399,665 filed Jul. 15,2010, and also claims the benefit of U.S. provisional application No.61/488,048 filed May 19, 2011, the contents of which are herebyincorporated by reference in its entirety.

This application is also copending with U.S. patent application Ser. No.13/188,110, filed Jul. 21, 2011, entitled “Systems and Methods forConverting a Gasoline-Fueled Vehicle to a Dual-Mode Powered Vehicle.”

TECHNICAL FIELD

The present invention relates generally to powering of motor vehicles,and more particularly to powering of a vehicle from a roadway-embeddedconductor using magnetic induction and electric conduction.

BACKGROUND

Due to increased environmental consciousness and political and economicconcerns associated with the importation of foreign petroleum products,electric vehicles have been considered as alternatives to traditionalinternal combustion engine vehicles. However, significant transitionfrom use of internal combustion engine vehicles to electric vehicles orhybrid electric/combustion engine vehicles has not been realized due tonumerous challenges and disadvantages.

For example, an existing challenge is the relatively short range ofelectric vehicles utilizing batteries coupled with battery rechargetimes that may be significantly larger than the usage time of thebattery. This shortcoming has been addressed by various approachesemploying magnetic induction (also known as inductive coupling) to powervehicles and/or charge vehicle batteries.

To achieve inductive coupling of energy between physically separateelements, a primary coil may be electrically coupled to a current sourcesuch that the flow of current through the primary coil induces amagnetic field surrounding the primary coil. Current may be induced in asecondary coil when turns of the secondary coil cut through imaginarylines of flux of the magnetic field. The turns of the secondary coil maybe caused to cut through magnetic lines of flux by producing relativemotion between the primary and secondary coils and/or by causing themagnetic field to fluctuate using an alternating current source coupledto the primary coil.

In vehicles, magnetic induction powering has been proposed by providinga primary coil that is embedded in or near a roadway or path of vehicletravel and by affixing a secondary coil to the vehicle, such that thesecondary coil moves with the vehicle, thereby producing relative motionbetween the primary and secondary coils. Presently, induction poweringsystems have been deployed only for charging stationary vehicles ((e.g.,in parking areas). However, such traditional approaches of applyingmagnetic induction powering are not without shortcomings.

As an example, one shortcoming is the distance between the primary coiland the secondary coil in traditional approaches. To provide clearanceof the secondary coil from debris and other roadway hazards, traditionalapproaches provide an air gap between the roadway (having the primarycoil) and a pick-up unit carrying the secondary coil. Such an air gapmay reduce the effectiveness of magnetic induction, as inductivecoupling between two coils decreases as the distance between the coilsincreases. A similar shortcoming is that traditional approaches do notensure lateral alignment between the primary coil and the secondarycoil. Due to such shortcoming, some vehicles, particularly thosevehicles steered by a person, may stray from a centerline of a roadway,thereby reducing the inductive coupling between the primary andsecondary coils. Additionally, another shortcoming of approachespre-dating this disclosure is that the distance between the pavement andthe secondary may continuously vary on a vehicle in motion due tohorizontal motion of a vehicle in motion generated by the non-uniformityof pavement and the response of vehicle shock and struts.

As another example, the relative motion between a primary coil embeddedin a roadway and a secondary coil mounted to a vehicle may not besufficient to induce a sufficient amount of current in the secondarycoil. While the current induced in the secondary coil may be increasedby utilizing high-frequency alternating current in the primary coil, theresulting induced current may still remain insufficient to provide thenecessary power or charging.

In addition, proposed methods to providing powering to a vehicle from aroadway may expose humans and other animals to high-frequency currentswhich may pose health and safety concerns.

SUMMARY

In accordance with the present disclosure, the disadvantages andproblems associated with prior systems and methods for powering avehicle have been substantially reduced or eliminated.

In accordance with embodiments of the present disclosure, a poweringassembly may include an axle, a wheel coupled to the axle, and at leastone secondary coil winding affixed to the wheel. The wheel may beconfigured to rotate about the axle in a plane substantiallyperpendicular to an axis of the axle. The at least one secondary coilmay be configured such that when the wheel is proximate to an embeddedconductor embedded in a roadway and carrying a first electrical current,a magnetic field induced by the first electrical current induces asecond electrical current in the at least one secondary coil winding.

In accordance with further embodiments of the present disclosure, avehicle may include a chassis and a powering assembly mechanicallycoupled to the chassis. The powering assembly may include an axle, awheel coupled to the axle, and at least one secondary coil windingaffixed to the wheel. The wheel may be configured to rotate about theaxle in a plane substantially perpendicular to an axis of the axle. Theat least one secondary coil may be configured such that when the wheelis proximate to an embedded conductor embedded in a roadway and carryinga first electrical current, a magnetic field induced by the firstelectrical current induces a second electrical current in the at leastone secondary coil winding.

In accordance with additional embodiments of the present disclosure, amethod for powering a vehicle may include coupling a wheel to an axlesuch that the wheel rotates about the axle in a plane substantiallyperpendicular to an axis of the axle. The method may also includeaffixing at least one secondary coil winding to the wheel such that whenthe wheel is proximate to an embedded conductor embedded in a roadwayand carrying a first electrical current, a magnetic field induced by thefirst electrical current induces a second electrical current in the atleast one secondary coil winding.

In accordance with other embodiments of the present disclosure, a methodfor adapting a conventional gasoline-powered vehicle to permit thevehicle to be powered via a roadway-embedded conductor may includemechanically coupling a first clutch between an internal combustionengine transmission of the vehicle and a drive train of the vehicle, thefirst clutch configured to engage the internal combustion engine withthe drive train during a first mode of operation and disengage theinternal combustion engine from the drive train during a second mode ofoperation. The method may also include mechanically coupling a secondclutch to the drive train and mechanically coupling an electric motor toa second clutch, the second clutch configured to engage the electricmotor with the drive train during the second mode of operation anddisengage the electric motor from the drive train during the first modeof operation. The method may further comprise electrically coupling theelectric motor to at least one of: (i) a powering assembly configured totransfer at least a portion of electrical energy from a roadway-embeddedconductor, the electrical energy in the form of at least one of amagnetically-induced electric current and an electrically-conductedcurrent; and (ii) an energy storage device configured to convert atleast a portion of the electrical energy transferred by the poweringassembly into stored potential energy.

In accordance with other embodiments of the present disclosure, a systemfor adapting a conventional gasoline-powered vehicle to permit thevehicle to be powered via a roadway-embedded conductor may include apowering assembly, an electric motor, a first clutch, and a secondclutch. The powering assembly may be configured to transfer electricalenergy from a roadway-embedded conductor, the electrical energy in theform of at least one of a magnetically-induced electric current and anelectrically-conducted current. The electric motor may be configured tobe powered by at least one of a portion of the electrical energytransferred by the powering assembly and stored potential energyconverted from at least a portion of the electrical energy transferredby the powering assembly. The first clutch may be configured to bemechanically coupled to an internal combustion engine transmission ofthe vehicle and a drive train of the vehicle, the first clutch furtherconfigured to engage the internal combustion engine with the drive trainduring a first mode of operation and disengage the internal combustionengine from the drive train during a second mode of operation. Thesecond clutch may be configured to be mechanically coupled to theelectric motor, the second clutch further configured to engage theelectric motor with the drive train during the second mode of operationand disengage the electric motor from the drive train during the firstmode of operation.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of the present invention and itsadvantages, reference is now made to the following description taken inconjunction with the accompanying drawings, in which:

FIG. 1 illustrates a vehicle with a powering assembly and a roadway forproviding an electric current for induction powering, in accordance withembodiments of the present disclosure;

FIGS. 2A-2D illustrate selected components of a powering assembly and aroadway, in accordance with embodiments of the present disclosure;

FIGS. 3A and 3B depict a cross-sectional elevation view of an example ofone embodiment for providing dual-mode electrical characteristics for asurface of roadway;

FIG. 4 depicts a block diagram of an example control unit, in accordancewith embodiments of the present disclosure; and

FIG. 5 depicts a block diagram of a conventional gasoline-poweredvehicle adapted with a conversion kit to allow for powering of thevehicle via a roadway-embedded conductor, in accordance with embodimentsof the present disclosure.

DETAILED DESCRIPTION

FIG. 1 illustrates a vehicle 100 with a powering assembly 102, inaccordance with particular embodiments of the present disclosure.Although vehicle 100 depicted in FIG. 1 is a passenger automobile,vehicle 100 may broadly represent any system, device, or apparatusconfigured or used to transport persons and/or cargo in whole or in parton land, including without limitation a passenger automobile (e.g., acar, truck, sport utility vehicle, van, bus, motorcycle, coach, etc.), atrain, a trolley, an aircraft, a spacecraft, an amphibious watercraft,industrial equipment (e.g., a forklift, cart, etc.), and/or any othersuitable vehicle. As depicted in FIG. 1, vehicle 100 may includepowering assembly 102. Powering assembly 102 may comprise a system,device, or apparatus configured to generate electrical energy viamagnetic induction, and transmit such generated energy to one or moreenergy storage devices 122 (e.g., one or more rechargeable batteriesand/or super-capacitors) disposed in and/or affixed to vehicle 100,and/or transmit such generated energy to a drive system 124 of vehicle100 (e.g., one or more components, including without limitation anengine, a motor, a drive train, axles, pulleys, and wheels, configuredto convert electrical and/or chemical energy into mechanical energy topropel vehicle 100). Example structure, function, and selectedcomponents of powering assembly 102 are described in greater detailbelow with respect to FIGS. 2A-2C and 3.

To generate electric energy via magnetic induction, powering assembly102 may be configured to travel upon a roadway 114 having an embeddedconductor 116. Although roadway 114 is depicted in FIG. 1 as a roadwayadapted for use by passenger automobiles, roadway 114 may broadlyrepresent any roadway configured for use by any vehicle, includingwithout limitation a road, street, freeway, highway, bridge, runway,tarmac, rail, dock, warehouse floor, building hallway floor, and/or anyother suitable surface upon which a vehicle 100 may travel. Embeddedconductor 116 may embedded beneath the surface of roadway 114 and mayinclude any material suitable for conducting an electric current. Inaddition, embedded conductor 116 may be electrically coupled to a powersource configured to generate an electric current in embedded conductor116. Example structure, function, and selected components of roadway 114are described in greater detail below with respect to FIGS. 2A-2D.

As shown in FIG. 1, and in greater detail in FIGS. 2A-2C, poweringassembly 102 may include wheel assembly 104, axle 106, and one or morearms 108. As described in greater detail below with respect to FIGS.2A-2C, wheel assembly 104 may include one or more coil windings (e.g.,coils 212 depicted in FIGS. 2A-2C) electrically coupled to energystorage device 122, drive system 124, and/or other components of vehicle100 and may be configured to rotate about axle 106 and proximate toembedded conductor 116 such that the one or more of the coil windingscut through a magnetic field generated by an electrical current inembedded conductor 116, thus inducing an electrical current in the oneor more coil windings which may recharge energy storage device 122and/or provide energy to drive system 124 for operation of vehicle 100.In addition or alternatively, such coil windings may be configured toreceive electrical energy from embedded conductor 116 via electricconduction via roadway 114, as described in greater detail below.

Axle 106 may comprise any suitable shaft for wheel assembly 104. Axle106 may be configured with appropriate bearings, bushings, and mountingpoints for wheel assembly 104 such that, during rotation of wheelassembly 104, axle 106 may remain in a substantially fixed positionrelative to wheel assembly 104.

An arm 108 may include any suitable structural member configured tomechanically couple powering assembly 102 to the remainder of vehicle100 (e.g., the frame or chassis of the vehicle). For example, in theembodiment depicted in FIG. 1, an arm 108 may be coupled to a rear axleof vehicle 100 via a bearing, bolt, fastener, and/or other suitablemanner. In other embodiments, arm 108 may be coupled at one end to theundercarriage or other appropriate point of vehicle 100 via a bearing,bolt, fastener, weld, and/or other suitable manner. In addition, arm 108may be coupled at another end to axle 106 via a bearing, bolt, fastener,weld, and/or other suitable manner thus mechanically coupling poweringassembly 102 to the remainder of vehicle 100 in a desired manner.

Energy storage device 122 may be electrically coupled to poweringassembly 102 and one or more other components of vehicle 100 and mayinclude any device that may store potential energy which may be utilizedto operate vehicle 100 and is capable of receiving and storing energygenerated via magnetic induction by powering assembly 102. For example,energy storage device 122 may include a rechargeable electrochemicalbattery, a fuel cell, a flywheel, hydraulic accumulator, mechanicalspring, supercapacitor, and/or any other element operable to storepotential energy.

Drive system 124 may be electrically coupled to energy storage device122 and/or powering assembly 102, and may include any collection ofcomponents and devices that, in the aggregate, convert electrical energyprovided by energy storage device 122 and/or powering assembly 102,and/or chemical energy provided by a fuel (e.g., gasoline, ethanol,etc.) into mechanical energy for propelling vehicle 100. For example,drive system 124 may include one or more engines, motors, pulleys,belts, drivetrains, axles, wheels, and/or other suitable devices. Inaddition, although drive system 124 is generically depicted as beingpresent in a particular part of vehicle 100 for purposes of clarity andsimplicity of exposition, it is noted that components of drive system124 may be located throughout vehicle 100.

Control system 126 may be electrically and/or communicatively coupled todrive system 124, energy storage device 122, powering assembly 102 (orcomponents thereof), and/or one or more other components of vehicle 100and may generally be operable to based on signals received from one ormore components of vehicle 100, communicate control signals to one ormore components of vehicle 100 to control operation of such one or morecomponents and/or communicate signals to an operator of vehicle 100(e.g., via a user interface in a cabin of vehicle 100).

As shown in FIG. 1, roadway 114 may include embedded conductor 116.Embedded conductor 116 may comprise any material suitable for conductingan electrical current, including without limitation copper, aluminum,superconductor material (e.g., doped copper oxide), and/or othersuitable material. In some embodiments, embedded conductor 116 mayinclude a one or more coil windings of conductive material (e.g., coilwindings 266 depicted in FIGS. 2A and 2B) oriented in any suitablefashion such that embedded conductor 116 generates a magnetic fieldabove the surface of roadway 114. In some embodiments, the one or morecoil windings may be wound around a ferromagnetic material (e.g., iron)to improve magnetic flux of the generated magnetic field. In someembodiments, embedded conductor 116 may be embedded below the surface ofroadway 114 such that the surface of roadway 114 may provide dielectricinsulation from embedded conductor 116 in order to reduce or eliminatehazard created if embedded conductor 116 were otherwise exposed. Inthese and other embodiments, the protective layer the surface of roadway114 above embedded conductor may have electrically conductive, ordual-mode electrically insulative/electrically conductive properties, soas to, in addition or alternative to creating a magnetic flux forinductive powering of a vehicle 100 upon roadway 114, embedded conductor116 may also conduct electrical energy to vehicle 100 through roadway114, as described in greater detail below.

In order to carry an electrical current embedded conductor 116 may beelectrically coupled to a source of electromagnetic energy (e.g., apower plant, a generating station, and/or other suitable source). Theelectric current driven to embedded conductor 116 may be direct currentor alternating current. In some embodiments, in order to increase themagnetic flux generated by embedded conductor 116 (and thus, themagnetically-induced current in windings of wheel assembly 104), theelectric current driven in embedded conductor 116 may be an alternatingcurrent operating at a high frequency (e.g., 240 Hz-400 Hz, compared to60 Hz commonly available from power plants and generating stations forresidential and commercial use). Accordingly, in such embodiments, afrequency converter may be inserted between publically-available sourceof energy and embedded conductor 116 in order to provide for suchincreased frequency, as described in greater detail below.

In some embodiments, embedded conductor 116 may include or be part of anelectromagnetic strip comprising a series of inductive coils, asdescribed in greater detail below. Such series of inductive coils may bewound around a ferromagnetic material (e.g., iron) and/or encased in anelectrically insulated material (e.g., plastic or rubber) that may beembedded into roadway 114. In these and other embodiments, theelectromagnetic strip may be constructed to be flexible, so as to permithandling and transportation on cable spools or a similar package. Duringapplication, the electromagnetic strip may be laid into a slot orchannel created in roadway 114.

FIGS. 2A-2D illustrate selected components of powering assembly 102 androadway 114, in accordance with particular embodiments of the presentdisclosure. FIG. 2A depicts an elevation view of powering assembly 102and roadway 114, FIG. 2B depicts a cut-away perspective view of poweringassembly 102 and roadway 114, FIG. 2C depicts an exploded view ofpowering assembly 102, and FIG. 2D depicts a cut-away perspective viewof roadway 114.

As shown in FIGS. 2A and 2B, a channel 264 may be created in roadway114, and embedded conductor 116 may be laid in such channel 264.Embedded conductor 116 may comprise a flexible electromagnetic strip,including a coil of conductive material 266 (e.g, wire constructed fromcopper, aluminum, or other conductive material) wrapped (e.g., in loopsor turns) about a magnetic core 262 of ferromagnetic or ferrimagneticmaterial (e.g., iron, ferrite, iron silicide, etc.). In certainembodiments, flexibility of the flexible electromagnetic strip may besufficient to permit handling and transportation by and on standardcable spools. As described below, segments 272 of embedded conductor 116may be coupled to one or more switches (e.g., switch 404) to allow forindividual powering of portions of embedded conductor 116. Duringconstruction of roadway 114, the electromagnetic strip of embeddedconductor 116 may be laid into channel 264. After the strip is laid intochannel 264, coil 266 may be electrically coupled to a source ofelectrical energy, such that embedded conductor 116 conducts electricalenergy and generates a magnetic flux. A layer of protective asphalt orpavement may be applied on top of the electromagnetic strip, such aslayer 268 depicted in FIG. 1. In the case of resurfacing of roadway 114,the electromagnetic strip may be extracted and reburied at the desireddistance from the new surface. In some embodiments, the protective layer(e.g., layer 268) may have ferromagnetic properties (e.g., the asphaltor pavement comprising layer 268 may include particles of ferromagneticmaterial such as iron, for example). The presence of ferromagneticproperties in the protective layer may serve to increase magnetic fluxgenerated above roadway 114 by electric current flowing in embeddedconductor 116. In the same or alternative embodiments, channel 264 maybe configured to optimize magnetic flux generated above roadway 114 byembedded conductor 116. For example, in some embodiments, channel 264may be lined with a metallic material (e.g., aluminum,specially-designed materials with a wavelength corresponding to that ofan electromagnetic wave present in embedded conductor 116, a Halbacharray for creating a one-sided flux distribution, etc.). As soconfigured, such metallic material may serve to direct magnetic fluxfrom channel 264 to above the surface of roadway 114. Alternatively orin addition, geometry of channel 264 may be configured to optimizemagnetic flux. For example, channel 264 may have a parabolic shape whichmay also serve to direct magnetic flux from channel 264 to above thesurface of roadway 114.

In some embodiments, a surface of roadway 114 substantially aboveembedded conductor 116 (e.g., layer 268), may include or be coated withone or materials to further guide magnetic flux lines and/or reducerandom dispersion of the magnetic flux lines. For example, in suchembodiments, a paint or other covering having ferromagnetic orferrimagnetic properties may be applied to the surface of roadway 114 inthe form of a strip substantially immediately above embedded conductor116.

As described above, energy may be transferred from embedded conductor116 to wheel assembly 104 via magnetic induction. However, in otherembodiments, wheel assembly 104 and roadway 114 may be adapted totransfer energy via electric conduction. In such embodiments, theprotective layer (e.g., layer 268) may have electrically insulative,electrically conductive, or dual-mode electricallyinsulative/electrically conductive properties. In many instances, it maybe desirable that protective layer be electrically insulative, such thatembedded conductor 116 does not become an electrical shock hazard topeople and animals present on the surface of roadway 114. However, onthe other hand, it may be beneficial that the protective later haveconductive properties allowing electrical energy to be conducted fromembedded conductor 116 to vehicle 100, to increase transfer of energybetween embedded conductor 116 and vehicle 100. In order to providedesired safety, while allowing for conduction of electrical energybetween embedded conductor 116 and vehicle 100, layer 268 may be formedwith a system and/or material allowing it to have dual-mode electricalcharacteristics such that a portion of it may conduct electrical energyfrom embedded conductor 116 when a vehicle 100 is proximate to suchportion, and may not conduct electrical energy from embedded conductor116 when a vehicle 100 is not proximate to such portion. Any suitableimplementation of such dual-mode electrical characteristics may beemployed. An example of a roadway 114 with such dual-modecharacteristics is depicted in FIGS. 3A and 3B.

FIGS. 3A and 3B depict a cross-sectional elevation view of an example ofone embodiment for providing dual-mode electrical characteristics for asurface of roadway 114, in accordance with embodiments of the presentdisclosure. As shown in FIGS. 3A and 3B, layer 268 may comprise a stripof electrically conductive material (e.g., aluminum, copper, etc.)placed upon a layer of electrically insulative material 302 (e.g., air),wherein such layer of electrically insulative layer is placed uponembedded conductor 116. In some embodiments, electrically insulativelayer 302 may have magnetic properties and thus may include within itinclude particles of magnetic and electrically conductive material 304(e.g., iron, iron silicide, and/or another ferromagnetic orferrimagnetic material), such that in the presence of a magnetic field,particles 304 may form an electrically conductive path, as shown in FIG.3B. FIGS. 3A and 3B depicts a cross-sectional elevation view of anexample of such embodiments. Accordingly, in the absence of a magneticfield, particles 304 may collect (e.g., due to gravity) the bottom ofelectrically insulative layer 302, as shown in FIG. 3A. On the otherhand, in the presence of a magnetic field, particles 304 may form one ormore conductive paths between embedded conductor 116 and layer 268. Themagnetic field inducing alignment of particles 104 in a particularportion of roadway 114 to form one or more conductive paths may bepresent when a vehicle 100 is proximate to such particular portion. Forexample, wheel assembly 104 of a vehicle may include a permanent magnetand/or electrical components for producing an induced electromagneticfield capable of aligning particles 304 to complete a path betweenembedded conductor and layer 268 in portions of roadway 114, so that thesurface of roadway 114 conducts electricity as wheel assembly 104 passesover or near such sections. As another example, as described below, eachof individual segments of embedded conductor 116 may be configured toconduct electrical energy when a vehicle 100 is proximate (as determinedby sensors present in roadway 114), and interrupt the flow of currentwhen a vehicle 100 is not proximate to the segment. In such embodiments,the magnetic field induced by embedded conductor 116 while enabled inresponse to vehicle proximity may align particles 304 to complete a pathbetween embedded conductor and layer 268.

In addition or alternatively to the embodiment depicted in FIGS. 3A and3B, layer 268 may include one or more materials that have dual-modeproperties in which they may behave as an electrical insulator, butexperience a reduction in electrical resistance or behave as anelectrical conductor in the present of magnetic and/or electricalfields. Examples of such dual-mode materials may include, withoutlimitation, topological insulator nano-ribbon and cross-correlatedmanganese oxide exhibiting a magnetoresistance effect. Layer 268comprising such dual-mode material may be placed over embedded conductor116. In embodiments in which energy is transferred between roadway 114and wheel assembly via electric conduction, wheel assembly 104 may, asdescribed above, provide a magnetic field such that portions of layer268 may change from insulative to conductive in presence of the magneticfield, thus allowing such portions to conduct electrical energy to wheelassembly 104 as wheel assembly 104 passes over or near such portions oflayer 268.

In some embodiments, embedded conductor 116 may be divided intomultiple, individually powered segments 272, as depicted in FIG. 2D.Also as shown in FIG. 2D, roadway 114 may also have installed thereincontrol units 276 associated with each segment 272, and conductors 274coupled from a source of electrical energy (e.g., a publicly availablepower source) to corresponding segments 272 and control units 276.Conductors 274 may be disposed under the surface of roadway 114 and maycomprise any suitable wire, cable, or strip of conductive materialconfigured to conduct electrical energy from a source of electricalenergy (e.g., a publically available power source in the form ofoverhead or underground transmission lines) to a corresponding segment272 and control unit 276.

A control unit 276 may be electrically coupled to one or morecorresponding conductors 274 and one or more corresponding segments 272,and may include any system, device, or apparatus configured to switchone or more corresponding segments 272 between powered states (e.g.,powered or unpowered). FIG. 4 depicts a block diagram of an examplecontrol unit 276, in accordance with embodiments of the presentdisclosure. As shown in FIG. 4, control unit 276 may include a proximitydetector 402, a switch 404, and a tuning capacitor 406. Proximitydetector 402 may include any system, device, or apparatus configured todetect proximity of a vehicle 100 enabled to receive inductive orconductive electrical energy from embedded conductor 116. For example,in some embodiments, proximity detector 402 may include a radiofrequency identification (RFID) receiver configured to receive one ormore signals from one or more RFID transmitters disposed in a vehicle100. As a specific example, in one embodiment a single RFID transmittermay be disposed in certain vehicles 100, and proximity detector 402 maydetect the presence of a vehicle 100 by receiving appropriate signalsfrom the single RFID transmitter. As another specific example, inanother embodiment, two RFID transmitters may be disposed at oppositeends (e.g., front and rear) of certain vehicles 100, and proximitydetector 402 may detect signals from the first RFID transmitter toindicate a vehicle 100 becoming proximate to a segment 272, and detectsignals from the second RFID transmitter to indicate the same vehicleleaving proximity of the segment 272. In addition to RFID proximitysensing, proximity sensor 402 may utilize any other suitable detectionapproach, including optical, electrical, magnetic, acoustical (e.g.,Doppler effect), and/or others.

Switch 404 may include any system, device, or apparatus configured toalternatively break an electrical circuit (thus interrupting the currentflowing in the circuit) and complete an electrical circuit (thusallowing for current to flow in the circuit), based on a control signalreceived from proximity detector 402. In some embodiments, switch 404may be implemented by one or more transistors in a transmission gateconfiguration. Accordingly, during operation, when a vehicle 100 isproximate to control unit 276, proximity detector 402 may detect suchproximity and cause switch 404 to close, such that electrical currentflows into a segment 272 corresponding to the control unit. Conversely,when proximity detector 402 does not detect proximity of a vehicle 100,it may cause switch 404 to open, such that flow if electrical current isinterrupted to the corresponding segment. Thus, to conserve energy,segments 272 of embedded conductor 116 may each remain in an unpoweredstate until such time as proximity sensor 402 within a control unit 272corresponding to a particular segment 272 detects a vehicle 100, atwhich point the particular segment 272 may power on to provide energy tovehicle 100 in the form of induction and/or conduction.

Control unit 276 may also include one or more tuning capacitors 406configured to be, when switch 404 is closed, in series with a coil 262of a segment 272 corresponding to control unit 276. Accordingly, tuningcapacitor 406 may provide tuning such that the capacitance of tuningcapacitor 406 and the inductance of the corresponding coil 262 generatean inductive-capacitance resonance. Such resonance may be beneficial forinductive powering of a vehicle 100, as the presence of tuning capacitor406 may tune the frequency of an electromagnetic wave in coil 262 to adesired frequency and/or minimizing an impedance at a particularfrequency (e.g., a resonance frequency).

Turning again to FIG. 2D, roadway 114 may also include one or more solarpower generators 280, thermoelectric power generators 282, piezoelectricpower generators 284, and/or other “alternative” energy powergenerators. As shown in FIG. 2D, one or more of solar power generator280, thermoelectric power generator 282, and piezeoelectric powergenerator 284 may be electrically coupled to one or more segments 272 ofembedded conductor 116 (e.g., via conductors 274) such that electricalenergy generated by one or more of solar power generator 280,thermoelectric power generator 282, and piezeoelectric power generator284 may be transferred to embedded conductor 116, so as to provideelectrical energy for induction and/or conduction of electrical energyfrom embedded conductor to vehicle 100. A solar power generator 280 mayinclude any system, device, or apparatus configured to convert photonicenergy (e.g., from the sun and/or vehicle headlights) received by orotherwise impinging solar power generator 280 into electrical energy inthe form of an electrical current. For example, in some embodimentssolar power generator 280 may include a photovoltaic panel, film, and/orpaint placed upon the surface of roadway 114. For example, in the caseof a film and/or paint, a two-layer solar cell made of light-absorbingnanoparticles known as quantum dots may be applied to roadway 114 inorder to produce solar power generator 280. Such quantum dots may betuned to absorb different parts of the solar spectrum by varying theirsize. In these and other embodiments, solar power generator 280 may alsoinclude any system, device, or apparatus configured to convert amagnetic field present in photonic energy into electrical energy usingoptically-induced charge separation and terahertz emission in unbiaseddielectrics. In such embodiments, the magnetic field of photonic energymay, in certain materials, affect electron motion in certain materialssuch that a magnetic dipole is created in the material. By suitablyaligning the dipoles in a substantially long fiber, strip, or strand ofmaterial, and placing such fiber, strip, or strand on a surface ofroadway 114, the fiber, strip, or strand of material may generate asubstantial electrical potential to provide electrical energy toembedded conductor 116.

A thermoelectric power generator 282 may be embedded within roadway 114as shown in FIG. 2D, and may include any system, device, or apparatusconfigured to convert, using the thermoelectric effect known in the art,thermal energy present in portions roadway 114 proximate tothermoelectric power generator 282 into electrical energy in the form ofan electrical current. Thermoelectrical power generator 282 may includeany suitable material capable of generating electrical current inaccordance with the thermoelectric effect, including, withoutlimitation: materials composed of tellurium, antimony, germanium, andsilver (TAGS) (including TAGS doped with cerium or ytterbium);skutterudites; and/or lead telluride having nanocrystals of rock salt(SeTe) placed therein.

A piezoelectric power generator 284 may be embedded within roadway 114as shown in FIG. 2D, and may include any system, device, or apparatusconfigured to convert vibrational energy present in roadway 114 (e.g.,caused by motion of vehicles on roadway 114) into electrical energy inthe form of current.

Electrical energy generated by solar power generator 280, thermoelectricpower generator 282, and/or piezeoelectric power generator 284 may be,in some embodiments, delivered to embedded conductor 116 in the form ofan electrical current, such that the electrical current may transferenergy to a vehicle 100 via induction or conduction. In addition oralternatively, electrical energy generated by solar power generator 280,thermoelectric power generator 282, and/or piezeoelectric powergenerator 284 may be, in some embodiments, delivered to a publicprovider of electrical energy (e.g., via a publicly available electricalenergy distribution grid) and/or one or more other destinations suchthat such electrical energy is ultimately consumed by an entity otherthan vehicles 100 traveling on roadway 114.

As shown in FIGS. 2A-2C, wheel assembly 104 may include one or morecoils 212 of conductive material (e.g, wire constructed from copper,aluminum, or other conductive material) each wrapped (e.g., in loops orturns) about a magnetic core 214 of ferromagnetic or ferrimagneticmaterial (e.g., iron, ferrite, iron silicide, etc.). For example, in theexample embodiment shown in FIGS. 2A-2C, wheel assembly 104 includes 12coils 212 each wrapped about magnetic core 214. Each end of each coil212 may be electrically coupled to a segment of a segmented-ringcommutator 218. In the embodiment depicted in FIGS. 2A-2C, one end ofeach coil 212 may be in contact with a segment 219 of a first commutator218 while the other end of each coil is in contact with a segment 219 ofsecond commutator placed opposite to the first commutator 218 withinwheel assembly 104. Wheel assembly 104 may include a holder 216configured to mechanically and electrically coupled coils to commutator218 using appropriate bolts, screws, and/or other fasteners.

Wheel assembly 104 may also include tire 220. Tire 220 may comprise anycircular-shaped covering (e.g., a rubber tire) that fits around othercomponents of wheel assembly 104 (e.g., coils 212) protect othercomponents of wheel assembly 104 and provide a flexible cushion thatabsorbs shock while maintaining contact with a roadway (e.g., roadway114). In embodiments in which energy is transferred from roadway 114 towheel assembly 104 via electric conduction, tire 220 may be formed ofone or more materials having electrically conductive properties, whilestill having mechanical elasticity (e.g., an elastic polymer havingelectrically conductive properties), thus allowing tire 220 to conductelectrical energy from a surface of roadway 114 to energy storage device122 and/or drive system 124 (as described in greater detail below) whilemaintaining elasticity comparable to that of a traditional rubber tire.

In some embodiments (not explicitly shown), wheel assembly 104 may,instead of being implemented as a wheel separate from those wheels ofvehicle 100 intended to provide drive and/or steering to the vehicle(e.g., the standard, traditional four tires of a conventional highwayvehicle), wheel assembly 104 may be implemented as or part of one ormore wheels of vehicle 100 that provide drive and/or steering to vehicle100.

In addition to other components described above, powering assembly 102may include one or more brushes 220, brush holders 224, brush holderbrackets 222, fasteners 226, 228, magnetic sensors 204, worm gears 244,and bearings 208. Brushes 220 may comprise electrically conductivematerial (e.g., copper, aluminum, carbon, etc.) and may be configured topermit conduction of magnetically-induced current and electricallyconducted current in coils 212 from segments of commutator 218 to othercomponents of vehicle 100 (e.g., energy storage device 122 and/or drivesystem 124). During operation of powering assembly 102, it may bedesirable that brushes 220 remain in physical contact with commutator218, to ensure electrical conductivity between coils 212 and othercomponents of vehicle 100. Accordingly, each brush 220 may bemechanically coupled to a brush holder 224 configured to cause itscorresponding brush 220 to maintain in contact with commutator 218.Brush holders 224 may be maintained in place by one or more brush holderbrackets 222 and fasteners 226 and 228. A fastener 226, 228 may includeany suitable bearing, bolt, and/or other fastener. A bracket 222 may beany structural member configured to, in connection with fasteners 226,228 maintain brush holders 224 and/or brushes 220 at a desired positionrelative to other components of powering assembly 102.

Magnetic sensor 204 may be mechanically mounted to axle 106 or any othersuitable component of powering assembly 102 and may include any system,device, or apparatus configured to sense the presence and intensity of amagnetic field (e.g., a magnetic field generated by embedded conductor116). Magnetic sensor 204 may be implemented as a Hall effect sensor orany other suitable type of sensor. Magnetic sensor 204 may beelectrically coupled to motor 217, such that magnetic sensor 204 maycommunicate a signal to motor 217 indicative of the intensity of adetected magnetic field.

Motor 217 may be mechanically coupled to wheel assembly 104 via wormgear 244 and, based on signals received from magnetic sensor 204indicative of a magnetic field intensity, motor 217 may engage with wormgear 244 so as to cause wheel assembly 104 to move in a lateraldirection along axle 106 (e.g., in a direction parallel to the axis ofaxle 106). Such movement may be performed in order to align wheelassembly 104 with embedded conductor 116, in order to cause wheelassembly 104 to rotate in a position where magnetic field strengthproduced by embedded conductor 116 is the greatest. In some embodiments,lateral translation of wheel assembly 104 by motor 217 and worm gear 244may be limited by bearings 208 mechanically coupled to axle 108.

In these and other embodiments, magnetic sensor 204 may also sense thepresence of intensity of a magnetic field so as to determine whethervehicle 100 is on or near a roadway (e.g., roadway 114) having anembedded conductor 116 capable of generating inductive or conductiveelectrical energy. Accordingly, in such embodiments, one or more arms108 and/or other components of vehicle 100 may be configured to, afterdetecting a magnetic field of minimum intensity by magnetic sensor 204,lower wheel assembly 104 so that tire 220 of wheel assembly makesfrictional contact with roadway 114. In addition or alternatively, afterdetecting a magnetic field of minimum intensity by magnetic sensor 204,magnetic sensor 204 may communicate a signal to an operator of vehicle100 (e.g., via control system 126) indicating proximity to an energizedroadway 114, and such operator may (e.g., via a user interface in thecabin of vehicle 100) cause wheel assembly 104 to lower. Once lowered,magnetic sensor 204, in connection with motor 217 and worm gear 244,laterally translate wheel assembly 104 such that wheel assembly 104remains proximate to embedded conductor 116. Upon leaving an energizedroadway 114, one or more arms 108 and/or other components of vehicle 100may be configured to, after detecting a magnetic field intensity below aminimum intensity by magnetic sensor 204, raise wheel assembly 104 fromthe surface roadway 114. In addition or alternatively, after detecting amagnetic field below a minimum intensity by magnetic sensor 204,magnetic sensor 204 may communicate a signal to an operator of vehicle100 (e.g., via control system 126) indicating vehicle is no longer inproximity to an energized roadway 114, and such operator may (e.g., viaa user interface in the cabin of vehicle 100) cause wheel assembly 104to raise.

In some embodiments, magnetic sensor 204 may also communicate one ormore signals to control system 126 and/or an operator of vehicle 100indicating that, based on the position of magnetic sensor 204 relativeto embedded conductor 116, vehicle 100 may be in danger of leavingroadway 114 and/or a current lane of travel of vehicle 100. Such asituation may occur is an operator is falling asleep, has his/herattention diverted from the road, and/or is otherwise failing tomaintain a vehicle 100 on roadway 114 or the present lane of travel.Thus, in response, an operator may manually respond to the alert bycorrecting (e.g., via a steering wheel in the cabin of vehicle 100) thedetected deviation and/or control system 126 may automaticallycommunicate signals to drive system 124 and/or other components ofvehicle 100 to steer and/or alter the velocity of vehicle 100 in orderto correct the detected deviation. Thus, magnetic sensor 204, controlsystem 126, and/or other components of vehicle 100 may operate inconcert to reduce the occurrence of vehicular accidents.

In operation, wheel assembly 104 may rotate about axle 108 due tofriction of tire 220 against roadway 114 while vehicle 100 is in motion.As wheel assembly 114 passes across the surface of roadway 114, coils212 may intersect perpendicularly with imaginary field lines of magneticflux generated by embedded conductor 116, thereby inducing an electricalcurrent at each end of coils 212. The induced electric current in coils212 may be conducted to other components of vehicle 100 (e.g., viacommutator 218, brushes 220, etc.) in order to recharge energy storagedevice 122, power drive system 124 of vehicle 100, and/or power othercomponents of vehicle 100.

Although FIGS. 1 and 2A-2D depict only a single induction wheel assembly104 for inductive powering of vehicle 100, in some embodiments, avehicle 100 may include more than one induction wheel assembly 104.Although FIGS. 2A-2D depict inductive powering of a vehicle viainduction wheel assembly 104, in some embodiments induction poweringassembly 102 may include other components for inductive transfer ofenergy from embedded conductor 116 to vehicle 100. For example,induction powering assembly 102 may include a rod of ferromagneticmaterial wound with conductive material and configured to act as asecondary coil for transferring electrical energy from embeddedconductor 116 via induction. Such rod of conductive material may becarried by an induction wheel assembly or other suitable mode ofcarriage.

In addition or alternatively to receiving energy via induction fromembedded conductor 116, wheel assembly 104 may receive energy viaconduction from embedded conductor 116. In embodiments supportingconduction from embedded conductor 116 via wheel assembly 104, wheelassembly 104 may include a tire 220 or covering having electricallyconductive properties, thereby allowing conduction of electrical energyfrom a surface of the tire 220 or other covering to conductivecomponents of wheel assembly 104 (e.g., commutator 218, brushes 220).Also as described above, layer 268 above embedded conductor 116 may, insome embodiments, be configured such that portions of layer 268 conductelectrical energy from embedded conductor 116 to wheel assembly 104 aswheel assembly 104 passes over or near such sections. Thus, electricalenergy may be conducted from embedded conductor 116 to wheel assembly104 and conducted from wheel assembly 104 to other components of vehicle100 (e.g., via commutator 218, brushes 220, etc.) in order to rechargeenergy storage device 122, power drive system 124 of vehicle 100, and/orpower other components of vehicle 100.

In certain embodiments, conducive materials present in vehicle 100 androadway 114 (e.g., coils 212, tires 220, embedded conductor 116,conductors 272, etc.), may be configured to transmit communicationsignals, in addition to transmission of electrical energy for poweringof vehicles 100. For example, communications packets or frames(generally referred to herein as “datagrams”) of any suitablecommunication standard or protocol may be multiplexed into conductors272 in accordance with any approach that may be presently or in thefuture known. Thus, a control system 126 of a first vehicle 100 may becapable of generating and transmitting (e.g., via tire 220 and/or otherelectrically conductive components) signals to embedded conductor 116.Embedded conductor 116 may further communicate such signals to a secondvehicle 100 (e.g., via tire 220 and/or other conductive components ofthe second vehicle 100) and/or another destination (e.g., via conductors272). In addition or alternatively, vehicles 100 may also receivesignals communicated from a source other than another vehicle 100 (e.g.,via conductors 272). Such communication of signals may have manynumerous applications. For example, signals communicated betweenvehicles 100 may serve to alert control systems 126 of vehicles as tothe proximity of vehicles 100 to each other, so as to avoid collisionsor permit the introduction of autonomous or “driverless” cars that areable to safely travel over roadways without collisions based on signalscommunicated between vehicles 100 indicative of the proximity ofvehicles to each other. As another example, vehicles 100 may transmitinformation to a remote computing device, which may record suchinformation in order to meter use of a roadway 114 (e.g., for thepurposes of collecting tolls or use-based taxes for use of roadway 114),study traffic density and/or congestion, and/or for other suitable uses.As a further example, vehicles may receive information from a remotecomputing device which may be displayed to an operator via a userinterface in the cabin of vehicle 100, wherein the user interface maydisplay information regarding traffic congestion, roadway construction,detours, navigation and/or map information (e.g., similar to thatdisplayed in traditional GPS navigation devices), and/or other suitableinformation.

FIG. 5 depicts a block diagram of a conventional gasoline-poweredvehicle 500 adapted with a conversion kit to allow for powering of thevehicle via a roadway-embedded conductor, in accordance with embodimentsof the present disclosure. As is known in the art, a conventionalgasoline-powered vehicle may include a number of components, includingwithout limitation, one or more pulleys 501, one or more belts 502, analternator 503, one or more belt drives 505, an internal combustionengine 506, an air conditioning system 507, a hydraulic pump 508, atransmission 514, wheels 515-518, an accelerator pedal 520, a drivetrain 521, and one or more lights 527. Because the characteristics andfunctionality of such components are well known in the art, theircharacteristics and functionality are not set forth in detail in thisdisclosure. For purposes of clarity and exposition, components in FIG. 5traditionally found in a conventional combustion engine vehicle havebeen assigned reference numerals beginning with the numeral 5.

A conversion kit may include any system, device, or apparatus configuredto convert an existing conventional combustion engine vehicle into agas-electrical hybrid vehicle in which electrical energy used to powerthe vehicle is received, at least in part, by induction and/orconduction from a roadway-embedded conductor (e.g., embedded conductor116 in roadway 114) via a powering assembly having a wheel assembly(e.g., wheel assembly 104 of powering assembly 102). As shown in FIG. 5,the conversion kit may include wheel assembly 104, energy storage device122, clutches 604, 610, 612, electric motor 609, tachometers 611, 613,manual ignition switch 628, and controller 629. For purposes of clarityand exposition, components in FIG. 5 comprising the conversion kit(other than wheel assembly 104 and energy storage device 122) have beenassigned reference numerals beginning with the numeral 6.

Electric motor 609 may be coupled to energy storage device 122,accelerator pedal 520, controller 529, tachometer 611, clutch 610,and/or one or more other components of vehicle 500. Electric motor 609may be any system, device, or apparatus configured to convert electricalenergy (e.g., stored in energy storage device 122) to mechanical energyfor driving drive train 521, wheels 515-518 and/or other components ofvehicle 500. In some embodiments, electric motor 609 may be installedproximate to drive train 521, parallel to the existent transmission 514.

Clutches 604, 610, and 612 may each include any system, device, orapparatus configured to transmit mechanical power from one component(e.g., a motor) to another (e.g., a drive train). In some embodiments,one or more of clutches 604, 610, and 612 may comprise anelectromagnetic clutch. As shown in FIG. 5, electromagnetic clutch 610may be coupled between electric motor 609 and drive train 521, andelectromagnetic clutch 612 may be coupled between transmission 514 anddrive train 521. Clutches 610 and 612 may be configured to operate intandem such that when clutch 610 is engaged, clutch 612 is disengaged,and vice versa. Accordingly, when electric motor 609 is engaged infraction of vehicle 500 via drive train 521 and wheels 515-518, clutch612 may disengage internal combustion engine 506, and vice versa.

Clutch 604 may be mounted on or near a main pulley shaft of internalcombustion engine 506, and may be configured to disengage pulley drive505 from internal combustion engine 506 when electric motor 609 isengaged with and internal combustion engine 506 is disengaged from drivetrain 521, rendering pulley drive 505 in a free motion state. Inaddition, clutch 604 may be configured to engage pulley drive 505 whencombustion engine 506 is engaged with drive train 521. Substantiallycontemporaneously with the engaging of electric motor 609 with anddisengaging of internal combustion engine 506 from drive train 521,alternator 503 may assume the function of an electric motor (e.g.,powered from energy storage device 122 and/or induction poweringassembly 102) to drive belt 502 to generate functionality of auxiliaryequipment including air conditioning system 507, hydraulic pump 508,and/or other components.

As shown in FIG. 5, accelerator pedal 520 may be communicatively coupledto electric motor 609, such that depression of accelerator pedal 520 mayregulate the speed of electric motor 609, and accordingly, speed ofvehicle 500.

In addition, as shown in FIG. 5, electric motor 609 may be coupled toand may receive electrical energy in the form of an electric currentfrom energy storage device 122. As described in greater detail above,energy storage device 122 may be charged via electrical energy receivedby conduction and/or induction via wheel assembly 104 from embeddedconductor 116. Although not explicitly shown in FIG. 5, in someembodiments electric motor 609 may receive electrical energy directlyfrom wheel assembly 104.

Tachometers 611 and 613 may be mounted respectively to the shaft ofinternal combustion engine 506 and the shaft of electric motor 609.Tachometer 611 may be configured to monitor the angular speed ofelectric motor 609 such that, when vehicle 500 is switched fromelectric-powered to gasoline-powered mode, internal combustion engine506 may adjust its angular speed based on the angular speed measured bytachometer 611. Similarly, tachometer 613 may be configured to monitorthe angular speed of internal combustion engine 506 such that, whenvehicle 500 is switched from gasoline-powered to electric-powered mode,electric motor 609 may adjust its angular speed based on the angularspeed measured by tachometer 613.

Controller 629 may be any system, device, or apparatus generallyconfigured to receive information from one or more sensors (e.g.,tachometers 611, 613, magnetic sensor 204, etc.) and/or controloperation of one or more components of vehicle 500. For example,controller 629 may include an RPM monitor 631 configured to receivesignals from tachometers 611, 613 indicative of motor speed of electricmotor 609 and/or internal combustion engine 506 in order to properlyadjust angular speeds of either when switching from one mode ofoperation to another (e.g., gasoline-powered to electric-powered mode,or vice versa). As another example, controller 629 may include a fieldindicator 630 configured to receive a signal from magnetic sensor 204indicative of proximity of induction wheel assembly 104 to an embeddedconductor 116 and based on the signal, switch between gasoline-poweredmode and electric-powered mode (or vice versa) by actuating automaticignition switch 632, and/or control alignment of induction wheelassembly with embedded conductor 116 by communicating appropriatecontrol signals to a motor (e.g., motor 217) or induction wheel assembly104. As further example, controller 629 may monitor vital parameters ofenergy storage device 122 or other components of vehicle 500.

A conversion kit may also include manual ignition switch 628, allowingan operator of vehicle 500 to select between gasoline-powered mode andelectric-powered mode.

While a particular arrangement of components is depicted in FIG. 5,various components of vehicle 500, including the conversion kit, may bearranged in any suitable manner. For example, in some embodiments,despite that electric motor 609 is shown as coupled to drive train 521via clutch 610, electric motor 609 may in some embodiments (e.g., thosein which electric motor 609 is a multi-speed motor) be placed “before”transmission 514, with clutches or other control mechanisms configuredto select between electric motor 609 and internal combustion engine 506for engaging transmission 514.

Based on the foregoing, powering assembly 102 may provide improvedsystems and methods for electrical powering of vehicles. Modifications,additions, or omissions may be made to vehicle 100 and powering assembly102 without departing from the scope of the present disclosure.

1. A powering assembly comprising: an axle; a wheel coupled to the axleand configured to rotate about the axle in a plane substantiallyperpendicular to an axis of the axle; at least one secondary coilwinding affixed to the wheel and configured such that when the wheel isproximate to an embedded conductor embedded in a roadway and carrying afirst electrical current, a magnetic field induced by the firstelectrical current induces a second electrical current in the at leastone secondary coil winding; a magnetic sensor configured to determine anintensity of a magnetic field; and an actuator communicatively coupledto the magnetic sensor and configured to, based on at least theintensity, laterally move the wheel in a direction substantiallyparallel to the axis, the actuator comprising: a worm gear mechanicallycoupled to the axle; and a motor mechanically coupled to the worm gear.2. A powering assembly according to claim 1, further comprising: atleast one commutator electrically coupled to the at least one secondarycoil; and one or more brushes configured to: electrically couple to theat least one commutator; and electrically couple to at least one of adrive system of a vehicle and energy storage device of a vehicle suchthat the second electrical current in the at least one secondary windingis conducted to at least one of the drive system and the energy storagedevice.
 3. A powering assembly according to claim 1, further comprisingan arm mechanically coupled to the axle and configured to mechanicallycouple the powering assembly to a vehicle.
 4. A vehicle comprising: achassis; and powering assembly mechanically coupled to the chassis, thepowering assembly comprising: an axle; a wheel coupled to the axle andconfigured to rotate about the axle in a plane substantiallyperpendicular to an axis of the axle; at least one secondary coilwinding affixed to the wheel and configured such that when the wheel isproximate to an embedded conductor embedded in a roadway and carrying afirst electrical current, a magnetic field induced by the firstelectrical current induces a second electrical current in the at leastone secondary coil winding; a magnetic sensor configured to determine anintensity of a magnetic field; and an actuator communicatively coupledto the magnetic sensor and configured to, based on at least theintensity, laterally move the wheel in a direction substantiallyparallel to the axis, the actuator comprising: a worm gear mechanicallycoupled to the axle; and a motor mechanically coupled to the worm gear.5. A vehicle according to claim 4, the powering assembly furthercomprising: at least one commutator electrically coupled to the at leastone secondary coil; and one or more brushes configured to: electricallycouple to the at least one commutator; and electrically couple to atleast one of a drive system of a vehicle and energy storage device of avehicle such that the second electrical current in the at least onesecondary winding is conducted to at least one of the drive system andthe energy storage device.
 6. A vehicle according to claim 4, furthercomprising an arm mechanically coupling to the axle to the chassis.
 7. Amethod for powering a vehicle comprising: coupling a wheel to an axlesuch that the wheel rotates about the axle in a plane substantiallyperpendicular to an axis of the axle; affixing at least one secondarycoil winding to the wheel such that when the wheel is proximate to anembedded conductor embedded in a roadway and carrying a first electricalcurrent, a magnetic field induced by the first electrical currentinduces a second electrical current in the at least one secondary coilwinding; and mechanically coupling an actuator to the axle such that,based on an intensity of a magnetic field detected by a magnetic sensorcommunicatively coupled to the actuator, the actuator causes the wheelto laterally move in a direction substantially parallel to the axis, theactuator comprising: a worm gear mechanically coupled to the axle; and amotor mechanically coupled to the worm gear.
 8. A method according toclaim 7, further comprising: electrically coupling at least onecommutator to the at least one secondary coil; electrically coupling oneor more brushes to the at least one commutator; and electricallycoupling the one or more brushes to at least one of a drive system of avehicle and energy storage device of a vehicle such that the secondelectrical current in the at least one secondary winding is conducted toat least one of the drive system and the energy storage device.
 9. Amethod according to claim 7, further comprising mechanically coupling anarm to the axle, the arm configured to mechanically couple to a vehicle.10. An assembly for a vehicle comprising: an axle; a wheel coupled tothe axle and configured to rotate about the axle in a planesubstantially perpendicular to an axis of the axle; a magnetic sensormechanically coupled to at least one of the axle and the wheel andconfigured to determine an intensity of a magnetic field; and anactuator communicatively coupled to the magnetic sensor and mechanicallycoupled to at least one of the axle and the wheel and configured to,based on at least the intensity, laterally move the wheel in a directionsubstantially parallel to the axis, the actuator comprising: a worm gearmechanically coupled to the axle; and a motor mechanically coupled tothe worm gear.
 11. An assembly according to claim 10, further comprisingan arm mechanically coupled to the axle and configured to mechanicallycouple the powering assembly to a vehicle.